Affairs of Grand and Royal Canal Companies, and the state of inland navigation in Ireland : third report with appendix from the Committee on Inland Navigation

(Ireland.)

THIRD

REPORT

From the Committee on Inland Navigation,
IRELAND.

Ordered, by The House of Commons, to be printed,
15 June 1813.

e8,j.

It

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THE REPORT p. 65.

THE APPEN DIX - - - - - p. 67, &c.

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THIRD

REPORT.

The COMMITTEE appointed to take into consideration the
Affairs of The Grand and Royal Canal Companies, and
the State of Inland Navigation in Ireland', and to whom
the several Reports and Papers, which have been presented to
The House, since the year 1 809, relative to That subject ; and also,
the Petitions from Cashel , Kilkenny , Tipperary , Clonmell, Tem plemore,
Slieve , See. and Caher , were referred; and who were directed to
report the same, together with Their Observations thereupon,
from time to time, to The House; and also the Minutes of
the Evidence taken before Them ; — Have made a further
progress in the Matters to them referred ; and agreed upon the
following REPORT:

Y OUR Committee having concluded their investigation into the Adairs
of the Royal and Grand Canal Companies, and recommended to
Parliament those measures which appeared, upon mature consideration,
most likely to remove the embarrassments and restore to the Country the
full benefits of these Undertakings, it would have been their anxious wish to
have extended their enquiries to the state of the other Inland Navigations
in Ireland.

Much they believe might yet be done for that useful branch of commerce
as well by a full examination into the circumstances, commerce, and govern-
ment of those Lines which have been executed, as into the nature and advan-
tages of those under contemplation.

But still more, they are of opinion, might be effected, by a review of those
principles upon which the regulation affecting Inland Navigation have been
originally founded, with a view to alteration in those parts of the system,
which change of circumstances may have rendered expedient, or experience
proved radically erroneous.

The attention of Your Committee, however, has been hitherto fully
occupied by the complicated embarrassments and affairs of the two Com-
panies before alluded to ; and the present late period of the Session, and the
extent of the subject, preclude any hope that such an examination would be
prosecuted to a satisfactory and effectual conclusion during this Session.

Under this impression, Your Committee would earnestly recommend to
the House, as soon as possible after the opening of the next Session, to resume
the consideration of this subject. Of its importance to the prosperity of
Ireland they have already more than once expressed their opinion, and every
information they have since received of its effects, during the time that is past,
strongly establishes their most sanguine hopes of the advantages it may pro-
duce in future.

Annexed is an Appendix, giving a general view of the Navigations not yet
enquired into.

15 June 1813.

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66

APPENDIX to the Third REPORT/™™

APPENDIX.

No. l. & 2. — MINUTES of Evidence: — The R' Hon ble Saekville Hamilton, as to the
Navigations vested in the Directors General, and other River or Canal Navigations ;
and to the Cash Account of The Directors General page 67.

No. 3.— D» Mr. John Killaly ; on a Line of Canal from the Grand Canal, through the

Queen’s County, the county of Tipperary, and the county of Waterford, to the town of
Carrick : W ith the M A P of last Session ------ p. gg.

No. 4. Letter from Mr. Killaly to the Directors General; on a survey from the river Barrow,
near Gore’s Bridge, by Gowran and the. city of Kilkenny, to Castlecomer - p. 71.

No. 5. — Comparisons between the proposed communications with Castlecomer, from the Grand
Canal at Monastereven ; one by Maryborough and Ballynakill; the other by Aihy
and Gore’s Bridge -----. p_ y 2>

Nd. 6. MAP: A Survey for Lines of Navigation through the Country, between the Grand
Canal and the river Snir, the Barrow, and the Shannon - - to face page 72.

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COMMITTEE on Inland Navigation, IRELAND, 67

APPENDIX.

Nos. 1. — 2. — 3. — MINUTES OF EVIDENCE.

Committee on Irish Inland Navigation.

The EARL of DESART in The Chair.

w

The Right Honourable Sackville Hamilton, was called in, and Examined,

Navigations^ in Ireland^ are vested in or under the management of Right Hon.

tIl xr r)irectors General ?— The Neiory Navigation, the Tyrone, the Sackville Hamilton.
Maghery Navigation, and the Navigation of the Upper Shannon to Lou<di v
Allen. ®

Have you the whole of what they call the Upper Shannon ?— Yes.

What is the extent of the Newry Navigation ? — I think the Newry Navigation
is about fifteen Irish miles.

What are its terminations ? — At one end it terminates in the Upper Bann
which flows into Lough Neagh, and is navigable from its junction with the
Canal to that lake; at the other end it terminates in the sea at Fathom, about a
mile below the town of Newry.

I low far is it by water from the junction of the Canal with the Bann, to where
the river flows into Lough Neagh ? — I believe it to be about nine miles.

For boats of what burthen is that navigation constructed ? — For boats of 40 or
50 ton. 4

What are the articles principally conveyed by it?— Limestone, bleaching
materials, timber, iron, flax seed, and coal, and other articles with which Lou^h
.Neagh is supplied. °

Of what extent is the Tyrone Navigation ?— The Tyrone Navigation is I think
about four miles in length ; it goes from Coal Island, contiguous to the Dun’
gannon Collieries, into the Blackwater. At the mouth of the Blackwater Lough
Neagh has thrown up a bar which in summer, will not permit loaded vtsselsto
pass ; the Navigation Board have therefore, with the approbation of Govern-
ment, opened a canal or cut from the river Blackwater into Lough Neagh in
order to avoid that bar. 5 ’

Of what extent is that cut ?— About a quarter of a mile.

What size boats ply upon it ?— Boats of about 30 tons.

What is the extent of the Upper Shannon Navigation?— From Lanesborough
to near the town of Leitrim, about thirty -two miles.

Is that a productive navigation ?— As yet not ; for no toll has been established
upon it.

Do you conceive that if tolls were established upon it, moderate in their extent
it would be a profitable navigation ? — I believe it would ; I believe that tolls
might be fairly imposed upon it, that would maintain the navigation after the
further proposed extension to Lough Allen is completed, where it will unite
with the collieries and ironstone on the shores of that lake.

From your situation, I presume, you are generally acquainted with the other
inland navigations existing in Ireland; what are they ?— ' The Lagan Navigation
is one: It extends from Lough Neagh to the town of Belfast, about sixteen
miles in length, and passing near the town of Lisburn. It is now in the hands
cif a Company who receive, beside the tolls, local duties imposed by Parliament
for the maintenance of that navigation; which duties, I apprehend, will expire
in a year or two. I believe that at present the income in support of that navi-
gation considerably exceeds the necessary expense of maintaining it; but as the
lower part of the navigation, from the neighbourhood of Lisburn to Belfast is
. constructed upon defective principles, the Company have it in contemplation to
28 * S make

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68 APPENDIX to the Third REPORT from

' ■ Bon. make the necessary alterations for that effect, and did apply to our Board upon
Hamilton, that subject. The Navigation has been surveyed by Mr. Killaly, but as he was
called off from that business, to another of a more pressing nature, he has not
made his report to our Board, or laid before us any plan or estimate for those
improvements which he may have found requisite.

Does the commerce, on that navigation, principally consist of any particular
articles? — I believe it consists of pretty much the same articles as are carried to
the lake by the Newry Navigation.

What other navigations are you acquainted with in the North ? — There is an-
other from Strabane to the tide water of the river Foyle, which runs about seven
miles, to Derry ; I understand that belongs to the Marquis of AberCorn ; I do
not know whether it be or be not productive, but I presume it is ; it is about
three miles in length.

Are you acquainted with any other canal or river navigation in the north of
Ireland ? — I am not.

Is the Lower Bann navigable from Lough Neagh to the sea? — It is not ; but
I understand that the obstructions to the navigation between Lough Neagh and
Coleraine are not many, and may be avoided, at no very great expense, by locks,
and short cuts, to pass these obstructions.

Do you suppose it would be advantageous to that part of the country to
render the Baun navigable ?-— I apprehend it would.

The Earl of DESART in The Chair.

The Right Hon. Sackville Hamilton , again called in, and Examined.

WHAT are the other River or Canal Navigations, in addition to those you
mentioned yesterday, with which you are acquainted? — The Boyne Naviga-
tion is in the hands of a Corporation ; it extends about 15 miles from the town
of Drogheda to Navan ; it was originally intended to be continued from Navan
to Trim ; but that appears to be unadvisable ; the trade consists in the carriage
of English coal, timber, iron, salt, flax-seed, and corn ; the tolls, by law, are one
penny and a halfpenny per ton per mile ; but I have not any knowledge of their
amount.

I understand that the navigation of the River Suir, from Clonmel to near
Carrick, is assisted by art, but the circumstances have not come under my
knowledge sufficiently to speak particularly upon it ; from Carrick, on the
River Suir, to the sea, is an open navigation, except in one part, near what is
-called the King’s Island, where there is a shoal ; applications have been made
for the removal of that shoal, and our Board having caused it to be inspected by
their engineer, did make Reports to Government, which will be found in the
papers printed by the Order of the House of Commons. Since our last Report,
the substance of which, I apprehend, was communicated to the gentlemen o'f
Waterford, no further application had been made when Ileft Ireland.

The River Blackvvater, in the county of Cork, is navigable from Youghall to
■Lismore ; it was formerly in contemplation to bring a canal from the coal
country westward of Mallow, by the side of the Blackwater, to the tide-water ;
but I understand, that the want of a sufficient and constant supply of water for
the summit put a stop to the speculation, and the excavations w'ere abandoned;
a colliery has been lately opened in that country, and is prosecuted with success.

The Barrow is naturally navigable, from its junction with the Suir up to the
Scars, near Saint Mullins, and from thence by artificial navigation up to Alhy,
Where it joins the Grand Canal.

The Nore is navigable from its junction with the Barrow, near New Ross, up
to the town of Inistioge, and at high water up to Thomastown.

With respect to the navigation of the Shannon, from Limerick to Killaloe, and
from Lough Derg to Lough Ree, as also with respect to the Barrow Navigation,
the Grand Canal and the Royal Canal, I beg leave to refer to the papers before
Parliament, which have been printed by Order of the House of Commons.
Other navigations, which have been in contemplation of the Board of Inland Na-
vigation, will be found in their Letter of Instructions to Mr. Killaly, dated
the 2 1 st September 1810, printed with the other papers before Parliament. A
survey has also been made by Mr. Killaly, for a navigation from Gore’s Bridge,

on

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COMMITTEE on Inland Navigation, IRELAND. 69

on the Barrow, to Kilkenny, and towards Castlecomer Collieries as far as Jenkins- KgK Bon.
town ; the particulars of which are prepared to be laid before Government. Sackville Hamilton.
Also another Line from the collieries of Castlecomer to Monasterevan. * v 'v— '

The Earl of D E S A R T in the Chair.

The Right Hon. Sackville Hamilton called in again, and Examined.

WHAT do you conceive is the surplus of the grant of<£. 500,000, now re-
maining disposable in the hands of the Directors General of Inland Navigation?
— The sum remaining in the Treasury may be between 70 and £. 80,000 • and
after providing «£• 30,000. for an agreement, not yet concluded, with the Barrow
Navigation Company, and between 2 and £. 3,000. for removing the ob-
structions on the river Suir, there would remain between 40 and £. 50,000 in
the Treasury, applicable, of the Act of the 40th of the King.

Appendix, No. 3,

[The MAP of the following Line, is annexed to the Papers printed bv Order of The
House, 22 July 1812 But is here again inserted , for more easy reference .]

The EARL ofDESART in The Chair.
Mr. John Killaly, again called in, and Examined.

DID you make a survey of a line of canal from the Grand Canal, through the
Queen’s County, the county of Tipperary, and the county of Waterford, to the
town of Carrick? — Yes.

At what time ? — In the year 1 8 1 1 .

Describe shortly and generally the nature of this line in respect to its practica-
bility of execution, and general advantage, if carried into effect ?— I conceive it
would be a line highly advantageous to the country, and perfectly practicable, as
stated in my Report to the Directors General, which has been printed.

Would it be more expensive than canals usually are ?— The average rate is
something short of £. 7,000. a mile.

Have not you surveyed two lines from the Grand Canal to a point near to the
town of Mountmellick ? — I have.

TV Inch of these lines do you conceive would be most beneficial to the public ?
—I do not think myself competent to decide on that.

Which line, that will make a communication with Dublin from that common
point, will be the longest ?— The line by Philipstown would be nine miles and a
halt the longest.

How many locks are there from that common point to the summit level of the
Grand Canal ?— Six single locks, by Philipstown, to that common point.

How many locks would there be upon the other line by Monastereven ?—
I hirteen single and two double locks.

Have you examined the nature of the country, through which this line of
navigation passes, from the Grand Cana! to the river Suir ? — I have.

Is it a fertile district of country ? — Very fertile in general.

Is it a tillage country ? — Very much so.

Did you observe what particular crop was most common ? — I conceive wheat-
but it also produces barley and oats. *

. Is not the soil very well calculated for the growth of wheat ?— Yes ; part of it
is a remarkable good country for the growth of wheat.

Is there not a great portion of this district of the country, which lies between
■e towns of Montrath and Tipperary, which have no benefit whatever of water
carnage ?— The country lying between these points certainly has not the benefit
of water carnage, being very remote from any navigation.

If this line of canal was made from the Grand Canal, at the town of Mo-
nastereven, would not that be the most favourable line that is practicable for
opening a communication by water carriage to the collieries of Castlecomer ?—

2u4. T y

A 1 conceive

Mr. John Killahj.

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70 APPEND IX to the Third R E P 0 RT from

I conceive it would; as by adopting the line I lately laid out by Ballinakill, it
would in that case be a still-water navigation all' the way from near Mary-
borough ; I also laid out a canal lately from the river Barrow, at Gore’s Bridge,
by the city of Kilkenny, to the same point at Castlecomer, which would-be
•more circuitous from Dublin and the north of Ireland than the line by
Monastereven.

Might not the extension of such a canal, from the line near Monastereven, be
carried on the same level throughout its whole extent ? — Yes; it would be carried
on one level to Castlecomer, from the lines near Maryborough ; which level is
the same as that which extends from near Monastereven to Roscrea; making the
whole length of that level nearly forty miles without a lock.

Is not tlie town of Roscrea a place of considerable trade ? — It is.

What is the distance between Roscrea and Cashel, by the proposed line of
canal ? — About thirty-three miles.

What. is the shortest distance across the country? — About twenty-four or
twenty-five miles.

W hat is the estimated expense of the line of canal between Roscrea and Cashel ?
— About 188,000.

If the proposed line were made on one side from the Grand Canal to the town
of Roscrea, and on the other side from the river Suir, at Carrick, to the town of
Cashel, would not the - district of country lying between Cashel and Roscrea,
derive the essential advantage of water carriage ? — I conceive the country lying
between those two points would be essentially benefited by the canal to Roscrea
and the canal to Cashel.

W hat distance is the thirty-seventh lock, on the supposed line, from the town of
Cashel ? — About one mile.

Are there not twenty-two locks on that part of. the line which lies between the
tail ot the thirty-seventh lock and the town of Roscrea ? — There are.

Do not you consider the country between Cashel, Golden, Caher, Ardfinnan,
Clonmell, and Carrick, where the deep water of the river Suir commences, to be
one of the most fertile and populous parts of Ireland, and capable of exporting
great quantity of corn to the English market, and provisions for the supply of
the navy ? — I do.

hich of the two lines, namely, that by Phiiipstown, or that by Monastereven,
to the common point near Mountmellick, do you conceive to be safest for
passage boats, and least liable to interruptions? — I conceive the line by
Phiiipstown, as having less locks upon it.

Which line could be executed at the least expense?— The line from Mo-
nastereven.

Will you state the difference of expense in favour of the line from Mo-
nastereven? — The line from Monastereven to the common point near Mount-
mellick can be executed for £. 15,000. less than the line by Phiiipstown.

Would not the Phiiipstown line bring a considerable quantity of water into the
Grand Canal, which on the other line would go waste? — It would.

Would such addition of such supply be necessary at anytime? — I conceive
it would be- very desirable, and more particularly if the Phiiipstown level
were to be made the summit level of the Grand Canal, which has been in con-
templation.

By which line would coals be removed at the least expense to the middle, the
northern, and the western counties of Ireland, from the Kilkenny and Queen’s
County collieries ? — I think by the Phiiipstown line.

Have you not heard that coals have been sent to Limerick by the Grand Canal
from those collieries?—! have; by the Grand Canal and the Shannon.

Do you- not conceive, that this line by Phiiipstown to Limerick would add to
that trader— I do; inasmuch as it would be shorter by the Phiiipstown line to
Limerick, than by the Monastereven line.

IIow lunch further from the Grand Canal at Lowtown would it be by
Phiiipstown to the common point, near Mountmellick, than by Monastereven ?—
Nine miles and an half.

Do you conceive that the expense of keeping in proper repair a canal so
much longer, as that by Phiiipstown to Mountmellick, or the shorter line by-
Mon astereven, having so many more locks in the course of it, would be the
greatest r I conceive, the line by Monastereven would be attended with most
-expense, as to keeping it in order.

Do

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COMMITTEE on Inland Navigation, IRELAND. yi

Do you think materially sp?— I do; because the .expense is not simply con- Mr. JvU taUb
fined to the repmnpg those locks, but to that of rebuilding them at certain ' '•

periods. ' " 1 ” ' ' 1

Du you tied, that you can at .all calculate upon locks lasting any certain
period ^ or does the. tune of their decay materially vary ?— If the locks are well
built, it will be a considerable length of time before they will require to be re-
renewed^ ' 8 ^ t?S Wil1 ° ften w ^ n -' ‘MW* and require fo. be frequently

Do you consider locks as material impediments tq navigation in other points
of view than expense ? I do ; but it is impossible tq conquer ascents on a navi-
gation without them-

Wfiat are the nature of those impediments which they prefent ?— They create
delay and waste of ijvater. , - J

D.o they diminish also the safety of inland navigation ? — They do.

In any considerable degree ?— I do upp imagine they do in any considerable
degree, provided they are properly built, and vyell attended to.

What is the general expense of q lqck?— §peq}cmg generally, about £ 2 qoo

Is this hpe of canal laid out upon the stupe sca(e qnd size as the Grand Cana! >
tt-IMo j it is np.t sp lqrge a scale. ■' • ■ •

What is the proposed breadth' of it ?— Thirty-four feet six inches at the water's
Snrfqpe. • • - - - ^ f

What average rate of expense, per mile, might be saved, if the proposed canal
was madeof the breadth of >5 feet on tlrp water’s surface, and with lochs sellable
to a canal at that description ? — 1 am not immediately prepared to answer that
question; but I should not recommend a canal of smaller dimensions than that
on which I founded my Estimate for thp soufherp line, as sfated in my ReoorVto
the Directors General of Inland Navigation, dated August the 31st 181 1 as I
conceive a canal of less dimensions, would not suit the boats that now ply™ the
Grand Canal, which are very numerous. 1 ~

Appendix, No. 4.

Copy of a REPORT *$*&,*&*» General pflpland Navigation, on
a Line of Canal from Gore s Bridge to Kilkenny, &c. by J. Killaly.

Gentlemen _ . ' Wvwher 5 th,

UN obedience to your instructions, I have made a survey from the river Barrow
near Gores Bridge, by Gowran and the City of Kilkenny, to Castlecpmer in
order to ascertain whether anavigable cor, pnmii cation, with a sufficient supply of
.water, be practicable between those places. 1 J

Having made this survey in the latter end of last August, after a ton* conti-
nuance of dry weather, I am enabled to state with confidence, that a canal from
the river Barrow, near Gore s Bridge, by Gowran and Kilkenny, to Jenkinstown
(tour miles beyond Kilkenny, and within <,{ miles ofCastlecomer,) is perfectly
practicable, and may be abundantly supplied with water. ^

Ontljis canql there will be thirteen ascending locks, with ten miles of a summit
level. The entire length of the line to Jenkinstown, with an off-branch to Kil-
kenny {o „ winch there should be one descending lock.) is nearly fifteen miles ,
my estimate for which, ineludmg a supply cut from the river Dinan, amounts to

«£.ii7,gQP. *

As there woiilff be sixteen ascending Jocks required for a canal between

S" lnd Castlecomer, for which an adequate supply of water cannot be
obtained at a reasonable expense, and as the trade on that part would be chiefly
111 coa.s, I conceive, under such circumstances, the most eligible way to over-
come tha ascent would be by a railroad from Jenkinstown t 9 Grafgaraw, a
distance of two miles, from whence a canal might be carried on one level to
water criV had.' '■ “ there ' vould be “> " aste <«*•!§«■ a sufficiency of

J 1 ™ cana !’ 3i miles in length, would forma part of that which I lately laid
out on one level from Castlecomer to near Maryborough. The expense of the
railroad and canal between Jenkinstown and Castlecomer, I estimate at
•C- 24,900.

28 ^‘ ^ Exclusive

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